WO2014088625A1 - Système d'actionnement d'ailerons électronique - Google Patents

Système d'actionnement d'ailerons électronique Download PDF

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Publication number
WO2014088625A1
WO2014088625A1 PCT/US2013/031011 US2013031011W WO2014088625A1 WO 2014088625 A1 WO2014088625 A1 WO 2014088625A1 US 2013031011 W US2013031011 W US 2013031011W WO 2014088625 A1 WO2014088625 A1 WO 2014088625A1
Authority
WO
WIPO (PCT)
Prior art keywords
ecu
flap
actuator
panels
control
Prior art date
Application number
PCT/US2013/031011
Other languages
English (en)
Inventor
John David NEELY
Thomas Austen BLAIR
Peter Anthony TORRES
Original Assignee
Eaton Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Eaton Corporation filed Critical Eaton Corporation
Priority to US14/648,342 priority Critical patent/US20150314852A1/en
Priority to EP13766162.5A priority patent/EP2928771A1/fr
Publication of WO2014088625A1 publication Critical patent/WO2014088625A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/38—Jet flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/24—Transmitting means
    • B64C13/38—Transmitting means with power amplification
    • B64C13/50—Transmitting means with power amplification using electrical energy
    • B64C13/505—Transmitting means with power amplification using electrical energy having duplication or stand-by provisions

Definitions

  • the present disclosure relates generally to aircraft flap systems, including electronically-synchronized flap systems for fixed-wing aircraft.
  • each flap actuator - for example, an in-board actuator and an out-board actuator for the left wing, and an in-board actuator and an out-board actuator for the right wing - may be independently positioned and actuated, without any interconnection.
  • the positions of the actuators, and thus of the flap panels, may be difficult to consistently synchronize.
  • the conventional system 10 relies, generally, on mechanical synchronization of the flap panel actuators.
  • the conventional system 10 can include a flap panel position input 12 using a data and signal communications path 14 to communicate with a flap electronic control unit (ECU) 16, a motor/brake 18, and a power distribution unit (PDU) 20.
  • ECU flap electronic control unit
  • PDU power distribution unit
  • the conventional system 10 can include a left flap panel 24L, a left in-board actuator 26n, a left out-board actuator 26LO, an d a number of flap position sensors 28.
  • the right wing 22 R similarly can include a right flap panel 24 R , a right in-board actuator 26RI, a right out-board actuator 26RO, and a number of flap position sensors 28. For visual clarity, not all position sensors 28 are designated.
  • the common motor/brake 18 can provide power for actuators 26LI, 26LO, 26RI, 26RO in the left wing 22 L and right wing 22 R , which can be distributed by the PDU 20 to the respective actuators.
  • a mechanical transmission system such as a series of rotatable flexible torque shafts or torque tubes 30, couples the PDU 20 to the in-board actuators 26LI, 26RI in each wing.
  • Another mechanical transmission such as flexible shafts or torque tubes 32, couple each in-board actuator 26LI, 26RI with a respective outboard actuator 26 L o, 26 R o
  • a single motor/brake 18 and single PDU 20 drive both flap panels 24 L, 24 R through mechanical transmissions 30, 32.
  • a flap actuation system for an aircraft may include a first flap panel connected with a first in-board actuator and a first out-board actuator.
  • a first electronic control unit (ECU) can be electrically coupled to and configured to control the first in-board actuator, and a second ECU can be electrically coupled to and configured to control the first outboard actuator.
  • the flap system may further include a second flap panel connected with a second in-board actuator and a second out-board actuator.
  • a third ECU can be electrically coupled to and configured to control the second in-board actuator, and a fourth ECU can be electrically coupled to and configured to control the second out-board actuator.
  • FIG. 1 generally illustrates a schematic of a conventional flap actuation system.
  • FIG. 2 generally illustrates a schematic of an electronic flap actuation system in accordance with an embodiment of the present disclosure.
  • FIG. 3 generally illustrates a schematic of an electronic flap panel actuator assembly that may be used in the electronic flap actuation system of FIG. 2.
  • FIG. 2 An embodiment of an electronic flap actuation system 110 is generally illustrated in FIG. 2, and an embodiment of an electronic flap panel actuator assembly 134 is shown in greater detail in FIG. 3.
  • the system 110 can include a flap panel position input 112 using a data and signal communications path 114 to communicate with a plurality of electronic flap actuator assemblies 134.
  • the left wing 122L can include an inboard flap panel 124n mechanically coupled with inboard flap panel actuator assemblies 134 L n, 134 LI 2, an outboard flap panel 124 L o mechanically coupled with outboard flap panel actuator assemblies 134 L oi, 134 L o2, and a plurality of flap position sensors 128.
  • the right wing 122R similarly can include an inboard flap panel 124RI mechanically coupled with inboard flap panel actuator assemblies 134RH, 134RI2, an outboard flap panel 124 R o mechanically coupled with outboard flap panel actuator assemblies 134 RO i, 134 r0 2, and a plurality of position sensors 128 for sensing a position of the respective flap panels. For visual clarity, not all flap position sensors 128 are designated. Furthermore, it should be understood that although multiple flap panels are illustrated for each wing, the synchronized flap systems described herein can also apply to an aircraft with a single flap panel in each wing.
  • 134ROI, 134RO2 may be collectively referred to herein as the flap panel actuator assemblies 134.
  • a single one of the flap panel actuator assemblies 134 may be referred to as a flap panel actuator assembly 134.
  • the flap panels 124 L i, 124 L o, 124 ⁇ , 124 RO may be collectively referred to as the flap panels 124, or individually as a flap panel 124. Descriptions of a single flap panel actuator assembly 134 or a single flap panel 124 should be understood to apply equally to each flap panel actuator assembly 134 or to each flap panel 124.
  • the flap panel position input 112 may, for example, comprise an apparatus known in the art for commanding the position of one or more flap panels.
  • the flap panel position input 12 can be, for example, a flight control computer or a flap handle.
  • the flap panel position input 12 can output or transmit flap panel commands over the data and signal communications path 114.
  • the data and signal communications path 114 may operate according to ARINC 825 (i.e., Aeronautical Radio Incorporated) or any other appropriate communications protocol.
  • an embodiment of a flap panel actuator assembly 134 may include an electronic control unit (ECU) 116, a flap actuator (FLA) 126, and a motor/brake (MTR/BRK) 118.
  • the ECU 116 can be configured to receive commands from a user/pilot, for example, through the flap panel position input 112, and transmit or translate those commands into a position or movement of a respective one of the flap panels 124.
  • the provision of an ECU 116 for each flap actuator 126 allows the flap actuators 126 to be electronically synchronized, rather than mechanically synchronized as described above in a conventional actuation system.
  • the ECU 116 can include hardware and/or software-based control (e.g., in the form of algorithms or code) for transmitting or translating user/pilot commands into flap panel control. Further, the plurality of ECUs 116 may be able to communicate with one another or with a main control unit over the data and signal communications path 114. In an embodiment, the ECU 116 and other components in the system 110 can receive power from a 28 volt DC power source for generating control and communication signals, although any suitable power source can be provided.
  • an ECU 116 can issue commands to a motor/brake 118 with which it is coupled.
  • the motor/brake 118 may, in turn, effect movement of (or slow or stop movement of) a respective flap actuator 126.
  • each actuator 126 may be coupled with one of the flap panels 124, movement of an actuator 126 may result in a corresponding movement of the respective flap panel 124.
  • the ECU 116 can be configured to control the motor/brake 118 with a set or prescribed velocity and a direction (e.g., extend or retract) to extend or retract the respective flap panel 124.
  • each motor/brake 118 may receive power from a 115 volt AC power source, although any suitable power source can be provided.
  • Each motor/brake 118 can include a motor configured to provide power to a flap actuator 126 for moving a respective one of the flap panels 124 and a brake for preventing such movement (i.e., for slowing the movement of or locking the position of the flap panel). It should be understood that the motor and brake portions of each motor/brake 118 may be physically separate components, although they are shown as a unitary assembly. In embodiments, each motor/brake 118 may comprise various acceptable devices or apparatus known in the art that are suitable for such an application.
  • one or more position sensors 128 can be connected to the flap panels 124 and can be configured to sense and/or measure the positions of the flap panels 124.
  • Each ECU 116 can be operatively (e.g., electrically) coupled with the positions sensors 128 for monitoring the position of one or more portions of the flap panels 124.
  • Such a coupling may be indirect, such as through the flap position input 112, for example, or may be direct to each ECU 116.
  • each ECU 116 can, for example, be configured to determine a configuration or asymmetry of the flap actuator 126 to which it is coupled relative to the other flap actuators 126. In turn, each ECU 116 can determine a configuration or asymmetry between different panels 124 as well as skew of a single flap panel 124. Each ECU 116 can also monitor one or more flap panels 124 for uncommanded/unintentional movement, or for failure to move when commanded, by using feedback from one or more position sensors 128.
  • position sensors 128 can be, for example and without limitation, various position sensors known in the field for similar applications. Multiple different types of position sensors 128 may be used in a single aircraft or wing or, alternatively, all position sensors 128 may be of the same type.
  • An ECU 116 can compare, for example and without limitation, various parameters including but not limited to skew, asymmetry, uncommanded/unintentional movement, and/or failed commanded movement to predetermined thresholds associated with failure states of the flap panels 124.
  • the system 1 10 may be configured so that in the event that readings from one or more position sensors 128 indicate that a failure state has occurred - i.e., that asymmetry, skew, uncommanded/unintentional movement, and/or failed commanded movement is approaching or is beyond a threshold - one or more ECUs 116 can, for example, command the brakes ⁇ e.g., via one or more motor/brakes 118) to shut down (i.e., lock) a flap panel 124 to help ensure safety and reliability.
  • one or more ECUs 116 may be configured to signal or command one or more motor/brakes 118 to correct for some amount of asymmetry or skew.
  • Electronically-synchronized flap systems 110 such as generally disclosed herein can provide a number of advantages with respect to conventional flap systems. Because each flap actuator 126 can be coupled with its own motor/brake 118 and ECU 116, the need for a large and inefficient centralized PDU, interconnection gear boxes, centralized torque
  • the system 110 can have much lower weight and higher efficiency than a conventional system and may be simpler to install and maintain.
  • the presence of an independent motor/brake for each flap actuator 126 can allow for the correction of minor skew across one or more flap panels 124 and asymmetry between the positions of one or more of the flap panels 124.
  • Electronically-synchronized flap systems 110 such as generally disclosed herein can also provide advantages with regards to reliability, installation, and maintenance. For example, critical features such as motor/brake controls and/or position determinations by an ECU 116 are multiplied and redundantly represented in the flap system 110 (e.g., through the use of multiple ECUs 116), thereby increasing the availability of the flap system 110 in the event of device malfunction. Furthermore, because each flap actuator 126 may be mechanically independent of the other flap actuators 126 and may be electronically-controlled independent of the other flap actuators 126, rigging of the flap system 110 (i.e., alignment of the actuators 126 and the flap panels 124 during installation and maintenance) may be simplified.
  • the system 110 i.e., each ECU 116) may be configured to automatically rig the actuators 126 and flap panels 124.
  • Such automatic rigging may save significant amounts of time and labor for installation and maintenance, thereby reducing the up-front and maintenance costs of the system 110 when compared to conventional systems.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention porte sur un système d'actionnement d'ailerons pour un aéronef, lequel système peut comprendre un premier panneau d'ailerons connecté à un premier actionneur intérieur et à un premier actionneur extérieur. Une première unité de commande électronique (ECU) peut être électriquement couplée au premier actionneur intérieur, et configurée de façon à commander celui-ci, et une seconde unité de commande électronique peut être électriquement couplée au premier actionneur extérieur, et configurée de façon à commander celui-ci. Le système d'ailerons peut comprendre de plus un deuxième panneau d'ailerons connecté à un second actionneur intérieur et à un second actionneur extérieur. Une troisième unité de commande électronique peut être électriquement couplée au second actionneur intérieur, et configurée de façon à commander celui-ci, et une quatrième unité de commande électronique peut être électriquement couplée au second actionneur extérieur, et configurée de façon à commander celui-ci.
PCT/US2013/031011 2012-12-06 2013-03-13 Système d'actionnement d'ailerons électronique WO2014088625A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US14/648,342 US20150314852A1 (en) 2012-12-06 2013-03-13 Electronic flap actuation system
EP13766162.5A EP2928771A1 (fr) 2012-12-06 2013-03-13 Système d'actionnement d'ailerons électronique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201261734232P 2012-12-06 2012-12-06
US61/734,232 2012-12-06

Publications (1)

Publication Number Publication Date
WO2014088625A1 true WO2014088625A1 (fr) 2014-06-12

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US (1) US20150314852A1 (fr)
EP (1) EP2928771A1 (fr)
WO (1) WO2014088625A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
EP3133017A1 (fr) * 2015-08-18 2017-02-22 Goodrich Actuation Systems Limited Surveillance d'asymétrie de composantes

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Publication number Priority date Publication date Assignee Title
US20170305530A1 (en) * 2016-04-25 2017-10-26 The Boeing Company System and method for controlling aircraft wing flap motion
US10589871B2 (en) 2017-09-25 2020-03-17 Hamilton Sundstrand Corporation Prognostic health monitoring and jam detection for use with an aircraft
US10934017B2 (en) 2017-09-25 2021-03-02 Hamilton Sunstrand Corporation Prognostic health monitoring for use with an aircraft
CN114261509B (zh) * 2021-12-30 2024-05-17 中国航空工业集团公司西安飞机设计研究所 一种襟翼极限位置保护***及方法

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US20030195673A1 (en) * 2002-04-10 2003-10-16 Etienne Foch Control system and process for several actuators
US20050151027A1 (en) * 2003-03-27 2005-07-14 Martin Recksiek Adaptive flap and slat drive system for aircraft
EP1739009A1 (fr) * 2005-06-27 2007-01-03 Honeywell International, Inc. Système électrique d'actionnement et de contrôle des volets hypersustentateurs d'un avion
US20110062282A1 (en) * 2008-05-05 2011-03-17 Airbus Operations Gmbh Fault-tolerant actuating system for adjusting flaps of an aircraft, comprising adjustment kinematics with a fixed pivot, and a method for monitoring an actuating system
WO2013006340A1 (fr) * 2011-07-06 2013-01-10 Eaton Corporation Système de volets à synchronisation électronique

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US8033509B2 (en) * 2007-02-27 2011-10-11 Honeywell International Inc. Load optimized redundant flight control surface actuation system and method
DE102007023394A1 (de) * 2007-05-18 2008-11-20 Airbus Deutschland Gmbh Verfahren und Einrichtung zur Fehlerdetektierung im Lastpfad eines Spindelaktuators

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US20030195673A1 (en) * 2002-04-10 2003-10-16 Etienne Foch Control system and process for several actuators
US20050151027A1 (en) * 2003-03-27 2005-07-14 Martin Recksiek Adaptive flap and slat drive system for aircraft
EP1739009A1 (fr) * 2005-06-27 2007-01-03 Honeywell International, Inc. Système électrique d'actionnement et de contrôle des volets hypersustentateurs d'un avion
US20110062282A1 (en) * 2008-05-05 2011-03-17 Airbus Operations Gmbh Fault-tolerant actuating system for adjusting flaps of an aircraft, comprising adjustment kinematics with a fixed pivot, and a method for monitoring an actuating system
WO2013006340A1 (fr) * 2011-07-06 2013-01-10 Eaton Corporation Système de volets à synchronisation électronique

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3133017A1 (fr) * 2015-08-18 2017-02-22 Goodrich Actuation Systems Limited Surveillance d'asymétrie de composantes
US10081419B2 (en) 2015-08-18 2018-09-25 Goodrich Actuation Systems Limited Monitoring component asymmetry

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Publication number Publication date
US20150314852A1 (en) 2015-11-05
EP2928771A1 (fr) 2015-10-14

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